Oregon E-Bike Laws 2026: 1,000 W Cap

Oregon's original e-bike statute dated to 1997 — long pre-dating Class 1/2/3 — and treated all e-bikes as a single category capped at 1,000 W and 20 mph. The state was a 1,000 W outlier from the start (most states use the federal 750 W standard), and HB 4103 kept that 1,000 W cap when overlaying the three-class framework.

The bill's political trigger was the death of Trenton Burger in Bend on 17 June 2023 — one month shy of his 16th birthday. The 15-year-old was riding an e-bike on a sidewalk along Highway 20 when a van turned right into him; he was struck and killed. Trenton's mother became an outspoken advocate for tighter e-bike rules, and Rep. Emerson Levy (D-Bend) introduced HB 4103 in the 2024 short session under the working title "Trenton's Law". Sources: Bend Bulletin coverage · OPB · KTVZ.

The bill was substantially amended during committee. The introduced version proposed banning all under-16 from Class 2 and Class 3; the enacted version kept that age boundary for Class 2 and 3 but retained Class 1 access for under-16 riders without a license. HB 4103 also created the new parental-liability offence (Class E traffic violation, max $100) targeting parents who let children under 16 operate Class 2 or 3 on a highway. The bill passed the Oregon House unanimously on 28 February 2024, cleared the Senate by a similar margin, was signed by Governor Tina Kotek as 2024 Or. Laws Ch. 12, and took effect 1 January 2025.

The defining statute reads (in pertinent part):

"Electric assisted bicycle" means a vehicle that: (a) Is designed to be operated on the ground on wheels; (b) Has a seat or saddle for use of the rider; (c) Is designed to travel with not more than three wheels in contact with the ground; (d) Is equipped with operative pedals and an electric motor; and (e) Has a motor that: (A) Has a power output of not more than 1,000 watts; and (B) Is incapable of propelling the vehicle at a speed of greater than 20 miles per hour on level ground.

HB 4103 added the three-class structure on top of this base definition:

Class 1. Provides assistance only when the rider is pedaling; ceases to provide assistance at 20 mph.

Class 2. May be propelled exclusively by motor; ceases to provide assistance at 20 mph.

Class 3. Provides assistance only when the rider is pedaling; ceases to provide assistance at 28 mph; equipped with a speedometer.

Two practical takeaways:

1. Oregon is the only 1,000 W state. A bike rated 800 W or 900 W (rare, but you see them on some Bafang mid-drive builds and some cargo bikes) is legal in Oregon but illegal in nearly every other state. The federal CPSC standard is 750 W, which nearly every state uses as its cap. Oregon is the only state that allows up to 1,000 W — the PeopleForBikes state tracker is the authoritative source for the current list.
2. The 20 mph motor-only test still applies to all classes. Even on a Class 3, the motor itself cannot push the bike past 20 mph without rider pedaling — the 28 mph cap is a pedal-assist combined cap, not a motor-only cap.

• Class 1 — any age. Under-16 riders may lawfully operate Class 1 e-bikes without a driver's license.
• Class 2 + Class 3 — operator 16+. Under-16 may operate Class 2 or Class 3 only if they hold a valid driver's license or learner's permit.
• Parental-liability offence. Under HB 4103, a parent, legal guardian, or person with legal responsibility for a child under 16 commits the offence of "unsafe electric assisted bicycle riding" if the child operates a Class 2 or Class 3 e-bike on a highway. Class E traffic violation, maximum $100 fine. This is the offence created by HB 4103 — it targets the parent's decision to allow the operation, not the child themselves.
• Helmets required under 16 under ORS 814.485. Adults are not required to wear helmets, but children are. The bicycle helmet law applies the same way to e-bikes.
• Sidewalk operation restricted under ORS 814.410. The statute requires audible warning before passing pedestrians, prohibits sudden departures from curbs, and bans careless operation. Many Oregon cities (Portland, Eugene, Bend, Salem) post outright sidewalk-riding bans in their downtown cores.
• Status as bicycle preserved. ORS 814.405 maintains that a compliant e-bike is a bicycle, not a motor vehicle, for all traffic-law purposes. Stop signs, traffic lights, right-of-way, lane positioning — standard bicycle rules apply.
• Bike paths and lanes — full access. E-bikes are allowed wherever bicycles are allowed under state law. Local jurisdictions (cities, parks, federal land) may post additional restrictions.

The Portland Rides E-Bike Rebate Program launched 6 April 2026 with applications open at portlandebikerebate.com. Adaptive-bike applications opened 20 April 2026. The program is administered by the Portland Bureau of Planning & Sustainability and funded by the Portland Clean Energy Community Benefits Fund (PCEF) — a fund created by Portland voters in 2018 to charge large retailers a 1% gross-receipts tax for climate-action investments.

Program scale: $20 million over 5 years through December 2029. Target: 6,000+ e-bikes (standard, cargo, adaptive). Portland's rebate is one of the three largest US municipal e-bike programs (alongside Denver's $9M/year and Vancouver WA's $2M pilot).

Rebate amounts:

• Standard Class 1 or Class 2 e-bike: up to $1,600

• Cargo Class 1 or Class 2 e-bike: up to $2,350

• Adaptive e-bike (riders with disabilities): up to $8,500

• Accessories (helmet, lock, lights, fenders): up to $300Eligibility (Standard / Cargo):

• Portland resident

• Age 18 or older

• Household income at or below 60% Area Median Income (AMI) — for 2026 the threshold is $74,460 for a 4-person household (Portland-area AMI scale; smaller households scale down proportionally)

• Income verified at point of application

Eligibility (Adaptive):

• Portland resident
• Household income at or below 80% AMI (more generous than Standard/Cargo)
• Medical documentation showing a chronic or permanent disability requiring an adaptive e-bike

How it works: instant point-of-sale discount at participating Portland retailers — no waiting for a check after purchase. The bike must be Class 1 or Class 2 (no Class 3 in the program — PCEF cited safety priorities).

On top of the Portland city program, Oregon has been working on a statewide rebate under HB 2963 (2025 session) (sponsored by Rep. Mark Gamba, D-Milwaukie). HB 2963 was folded into the HB 2025 transportation package during the 2025 session via amendment — final implementation is being administered by the Oregon Department of Environmental Quality (DEQ):

• Voucher: $1,200 per e-bike
• Funding: $6 million seed from the General Fund → roughly 5,000 vouchers
• Eligibility: Oregon Health Plan / "medical assistance" recipients (current or within prior 12 months)
• Administered by: Environmental Quality Commission via DEQ (policy arm)
• Status as of May 2026: DEQ rulemaking is underway under the 2026 EV Rebates rulemaking docket; the voucher program is in implementation phase, not yet fully open
• Stacking: likely permitted with utility rebates (EWEB $300); cannot stack with Portland Rides on the same bike

Track current status at evrebate.oregon.gov and goelectric.oregon.gov. The DEQ rulemaking docket is the authoritative source for "is the program open yet?" — check it before assuming you can apply.

• EWEB (Eugene Water & Electric Board) — up to $300 for residential customers; not to exceed the cost of the bike. Stacks with statewide DEQ voucher.
• City of Bend pilot — $2,000 for 75 income-qualifying transportation-disadvantaged households; rebate paid directly to retailers
• PGE / Pacific Power — periodic EV-incentive promotions; check current eligibility

For a stacked example: an Oregon Health Plan recipient in Eugene buying a Class 1 e-bike could combine HB 2963 ($1,200) + EWEB rebate ($300) = $1,500 off a bike that retails at, say, $1,800 — bringing the out-of-pocket cost to about $300.

Portland Metro

• Springwater Corridor Trail (21 mi) — e-bikes allowed wherever bicycles are; no class restrictions
• Eastbank Esplanade + Tom McCall Waterfront Park — e-bikes allowed; 10 mph posted in pedestrian-heavy sections
• Banks-Vernonia State Trail — Oregon Parks rule (see below)
• Forest Park (5,200 acres in NW Portland) — e-bikes allowed on the Leif Erikson and Saltzman roads (gravel fire roads); singletrack closed to e-bikes by Portland Parks

Statewide (Oregon Parks & Recreation Department)

Effective 1 July 2025, the Oregon Parks and Recreation Department updated its rules: e-bikes are allowed wherever bicycles are allowed within state parks unless posted otherwise. Most paved and gravel multi-use trails are now open to all three classes. Singletrack mountain-bike trails are still posted with class restrictions at the trailhead — typically Class 1 allowed, Class 2 and 3 prohibited.

Reference: Oregon State Parks — E-bikes in Oregon State Parks.

Federal land

• Crater Lake National Park — NPS rule: Class 1 e-bikes allowed on roads open to bicycles. Rim Drive is the marquee ride.
• Oregon Caves National Monument — NPS rule applies
• Mt. Hood National Forest (USFS) — e-bikes treated as motor vehicles; allowed only on roads and trails open to motor vehicles. Most singletrack is closed.
• Deschutes National Forest — same USFS rule; Bend's legendary Phil's Trail singletrack is closed to e-bikes
• Cycle Oregon, Sunriver, and most Bend e-MTB destinations post Class 1-only rules on the dedicated MTB trail network

• Parental liability for under-16 on Class 2/3 (HB 4103): Class E traffic violation, maximum $100 fine. The parent or guardian is cited, not the child.
• Unsafe operation of bicycle on sidewalk (ORS 814.410): Class B traffic violation, presumptive $165 fine (max ~$265). Applies to e-bikes via the bicycle-status rule in ORS 814.405.
• No helmet under 16 (ORS 814.485): $25 base fine; often waived on proof of helmet purchase. Parent can also be cited under ORS 814.486.
• Operating a >1,000 W or >20 mph motor-only device on public roads as an e-bike: treated as operating an unregistered moped under ORS 803.305; citation + potential vehicle impoundment

Enforcement is concentrated in Bend (Trenton's Law cradle), Portland (delivery-rider sidewalk sweeps), and Eugene (downtown bike-lane enforcement).

Unlike Hawaii (Class 3 illegal) or California (Class 3 banned on most Class 1 MTB trails), Oregon's Class 3 rule is straightforward: legal on streets, bike lanes, and bike paths where signed, 16+ operator required. No insurance, no registration, no DOT equipment. The marquee Class 3 ride routes:

• Banks-Vernonia State Trail (21 mi) — Class 3 allowed
• Springwater Corridor — Class 3 allowed (Portland Parks rule)
• Willamette Valley Scenic Bikeway — Class 3 allowed on the road sections
• Cascade Bicycling Loop / Hood River Fruit Loop — public roads; Class 3 fully legal

Class 3 mountain biking on USFS/BLM land is generally not allowed — the motor-vehicle classification applies. Stick to fire roads or dedicated motorised-OHV trails.

Oregon's combination of generous power cap, strict age rules, and most-generous-in-US rebates makes it an outlier. Comparison points:

• California — three-class, 750 W cap, large state rebate ($1k-$2k), Class 3 banned on many MTB trails
• Washington — three-class, 750 W cap, Seattle helmet rule, Rad Power HQ alignment
• Colorado — three-class, 750 W cap, mandatory battery certification 1 Jan 2027
• Texas — three-class, 750 W cap, very permissive Class 3
• Illinois — three-class, 750 W cap, sidewalk ban + Class 3 trail bans
• Hawaii — single category + $30 mandatory registration
• New Jersey — three-class abolished Jan 2026; license + registration + insurance required

For a side-by-side compliance check, use the e-bike legality checker. For the federal three-class framework explainer, read Class 1, 2, 3 e-bikes explained.

Oregon residents: ride wherever bicycles are allowed except sidewalks (restricted under ORS 814.410; most cities ban outright). The 1,000 W power cap means almost any consumer e-bike sold in the US is Oregon-legal — including 900 W cargo bikes that are illegal in nearly every other state. Children under 16 may ride Class 1, but Class 2 and Class 3 require operators 16+ (or a driver's license / learner's permit). If a parent lets a child under 16 ride Class 2 or 3 on a highway, the parent is on the hook for a Class E traffic violation (max $100).

Income-qualifying buyers: the rebate stack is the best in the US. Portland residents at ≤60% AMI: apply at portlandebikerebate.com — up to $1,600 standard / $2,350 cargo / $8,500 adaptive, instant point-of-sale discount. Oregon Health Plan recipients statewide: apply at evrebate.oregon.gov for the $1,200 HB 2963 voucher. Eugene residents: stack the EWEB $300 utility rebate. Bend residents: check the 75-household city pilot.

Class 3 owners: legal on streets and most bike paths, but check the USFS/BLM land rule before MTB rides — Class 3 is treated as a motor vehicle on federal land.

HB 4103 is now Oregon law. Watch the 2027 legislative session for any follow-up bills tightening the >1,000 W enforcement framework (Sur-Ron / Talaria gap).

Sources: ORS 801.258 (definition) — Oregon Public Law; ORS 814.405 (status as bicycle); ORS 814.410 (sidewalk ban); ORS 814.485 (helmet under 16); HB 4103 (2024 Or. Laws Ch. 12) — OLIS; HB 2963 (2025 statewide rebate); Portland Rides E-Bike Rebate Program; Portland announcement (6 April 2026); DEQ EV Rebates 2026 rulemaking; EWEB e-bike rebate; Oregon State Parks e-bike rules; OPB — Oregon House passes e-bike bill after Bend teen's death; BikePortland — Oregon e-bike rebate bill. Verified 17 May 2026.